CN114851828B - Variable speed drive system and vehicle - Google Patents

Variable speed drive system and vehicle Download PDF

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Publication number
CN114851828B
CN114851828B CN202210594774.6A CN202210594774A CN114851828B CN 114851828 B CN114851828 B CN 114851828B CN 202210594774 A CN202210594774 A CN 202210594774A CN 114851828 B CN114851828 B CN 114851828B
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China
Prior art keywords
motor
transmission control
control device
power
hub
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CN202210594774.6A
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CN114851828A (en
Inventor
张闻森
刘永富
许传飞
孙龙芳
李响
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Chery Automobile Co Ltd
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Chery Automobile Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The application discloses variable speed drive system and vehicle, wherein variable speed drive system includes: the device comprises an engine, a first motor, a variable speed transmission assembly, a first transmission control device, a second transmission control device, a power output assembly and a second motor; the engine and the first motor are connected in a disconnectable manner through a variable speed transmission assembly; the first end of the first transmission control device is connected with the engine, and the second end of the first transmission control device is connected with the first motor; the first end of the second transmission control device is connected with the first motor, the second end of the second transmission control device is connected with the power output assembly, and the first end of the second transmission control device is connected with the second end of the first transmission control device; the second motor is connected with the power output assembly; wherein the first and second transmission control devices are configured to receive instructions from the controller and perform actions to transfer or cut off power. The variable speed transmission system and the vehicle have various working modes, and can improve the fuel saving rate while guaranteeing the dynamic property.

Description

Variable speed drive system and vehicle
Technical Field
The application relates to the technical field of automobiles, in particular to a variable speed transmission system and a vehicle.
Background
Along with the improvement of environmental awareness, the traditional fuel vehicles are being converted to pure electric vehicles and hybrid electric vehicles. Although the pure electric vehicle has the advantages of energy conservation, environmental protection and zero emission, the problems of continuous voyage mileage and difficult charging of the pure electric vehicle are difficult to break through all the time under the influence of infrastructure such as battery technology, quick charging technology, charging piles and the like. The hybrid electric vehicle can effectively solve the problems, brings excellent user experience, and is popular in the market gradually.
All large automobile enterprises are actively developing hybrid power special gear boxes. The development of the hybrid power system in the market at present is mostly carried out on the basis of the traditional automatic gearbox, and a motor is simply integrated at the front end or the rear end of the transmission automatic gearbox to form the hybrid power system.
Although the technical difficulty of the variable speed transmission system is low, the research and development investment is less, the working mode is less, and the fuel saving rate is influenced.
Disclosure of Invention
In view of the above, the present application provides a variable speed drive system and a vehicle having various operation modes, capable of improving fuel saving rate while ensuring power performance. The application adopts the following technical scheme:
An aspect of the present application is to provide a variable speed drive system comprising: the device comprises an engine, a first motor, a variable speed transmission assembly, a first transmission control device, a second transmission control device, a power output assembly and a second motor;
the engine and the first motor are disconnectably connected through the variable speed transmission assembly;
the first end of the first transmission control device is connected with the engine, and the second end of the first transmission control device is connected with the first motor;
the first end of the second transmission control device is connected with the first motor, the second end of the second transmission control device is connected with the power output assembly, and the first end of the second transmission control device is connected with the second end of the first transmission control device;
the second motor is connected with the power output assembly;
wherein the first and second transmission control devices are configured to receive instructions from a controller and perform actions to transmit or cut off power.
Optionally, the first transmission control device and the second transmission control device are both clutches;
the first transmission control means comprises a first hub connected to the engine and a second hub connected to the first motor, the first and second hubs being controllably engageable and disengageable;
The second transmission control means includes a third hub connected to the first motor and a fourth hub connected to the power take-off assembly, the third hub and the fourth hub being controllably engageable and disengageable.
Optionally, the second hub is an outer hub of the first transmission control device, the third hub is an inner hub of the second transmission control device, and the second hub is connected with the third hub.
Optionally, the first transmission control means is located inside the second transmission control means, wherein the outside-to-inside direction is a direction from the fourth hub to the third hub.
Optionally, the variable speed drive assembly comprises a planetary gear mechanism and a third drive control means;
the planetary gear mechanism comprises a gear ring, at least one pair of planet gears, a planet carrier and a sun gear, wherein,
the gear ring, the at least one pair of planet gears and the sun gear are sequentially meshed;
the gear ring is connected with the first motor;
the sun gear is connected with the engine;
one end of the planet carrier is connected with the at least one pair of planet gears, and the other end of the planet carrier is connected with the third transmission control device, and the third transmission control device is configured to receive instructions of the controller and execute actions so as to lock or unlock the planet carrier.
Optionally, the third transmission control device is a brake.
Optionally, the rotor of the first motor has two branched output shafts, one of which is connected to the ring gear, and the other is connected to the first transmission control means and the second transmission control means.
Optionally, the variable speed drive system further comprises a fourth drive control means;
the fourth transmission control device is positioned between the second motor and the power output assembly and is configured to receive instructions from the controller and perform actions to transmit or cut off power.
Optionally, the fourth transmission control device is a clutch or a synchronizer.
Another aspect of the present application is to provide a vehicle comprising the above-described variable speed drive system.
The speed-changing transmission system provided by the application is provided with three power sources, namely an engine, a first motor and a second motor, wherein the three power sources can output power singly or jointly to drive a vehicle to run, and the second motor is directly connected with the power output assembly, so that the rotating speed output by the second motor can be directly output from the power output assembly without speed change; the engine and the first motor are connected with the power output assembly through the variable speed transmission assembly and the corresponding transmission control device, so that the rotation speeds output by the engine and the first motor can be output by the power output assembly after being changed in speed. Therefore, the variable speed transmission system provided by the application can be configured with a plurality of working modes, meets driving requirements under different working conditions, and improves the fuel saving rate while guaranteeing the dynamic property.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a first structural schematic diagram of a variable speed drive system provided in an embodiment of the present application;
FIG. 2 is a second schematic structural view of a variable speed drive system provided in an embodiment of the present application;
FIG. 3 is a first power transfer schematic diagram in an electric-only mode provided in an embodiment of the present application;
FIG. 4 is a second power transfer schematic diagram in an electric-only mode provided in an embodiment of the present application;
FIG. 5 is a schematic diagram of a first power transmission in a series/extended range hybrid drive mode according to an embodiment of the present disclosure;
FIG. 6 is a schematic diagram of a second power transmission in a series/extended range hybrid drive mode according to an embodiment of the present disclosure;
FIG. 7 is a schematic diagram of a first power transmission in a parallel hybrid drive mode according to an embodiment of the present disclosure;
FIG. 8 is a schematic diagram of a second power transfer in a parallel hybrid drive mode according to an embodiment of the present disclosure;
FIG. 9 is a first power transfer schematic diagram in an engine direct drive mode provided in an embodiment of the present application;
FIG. 10 is a second power transfer schematic diagram in an engine direct-drive mode provided in an embodiment of the present application;
fig. 11 is a schematic diagram of a first power transmission in a parking power generation mode according to an embodiment of the present application;
fig. 12 is a schematic view of a second power transmission in a parking power generation mode according to an embodiment of the present application;
fig. 13 is a schematic diagram of power transfer in a coasting/braking energy recovery mode provided in an embodiment of the present application.
Reference numerals:
1. an engine; 2. a first motor; 3. a variable speed drive assembly; 31. a third transmission control device; 32. a gear ring; 33. a planet wheel; 34. a planet carrier; 35. a sun gear; 4. a first transmission control device; 41. a first hub; 42. a second hub; 5. a second transmission control device; 51. a third hub; 52. a fourth hub; 6. a power take-off assembly; 61. a first gear; 62. a second gear; 63. an intermediate shaft; 64. a third gear; 7. a second motor; 8. a wheel drive assembly; 81. a drive shaft; 82. an input gear; 83. and (3) a wheel.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
An embodiment of the present application provides a variable speed drive system, as shown in fig. 1, comprising: an engine 1, a first motor 2, a variable speed transmission assembly 3, a first transmission control device 4, a second transmission control device 5, a power output assembly 6 and a second motor 7; the engine 1 and the first motor 2 are disconnectably connected through a variable speed transmission assembly 3; the first end of the first transmission control device 4 is connected with the engine 1, and the second end is connected with the first motor 2; the first end of the second transmission control device 5 is connected with the first motor 2, the second end is connected with the power output assembly 6, and the first end of the second transmission control device 5 is connected with the second end of the first transmission control device 4; the second motor 7 is connected with the power output assembly 6; wherein the first transmission control device 4 and the second transmission control device 5 are configured to receive instructions from the controller and perform actions to transmit or cut off power.
Wherein the engine 1 and the first electric machine 2 are "disconnectably connected" means that the engine 1 and the first electric machine 2 can be connected to each other, and also disconnected from each other, based on the variable speed drive assembly 3.
The variable speed transmission system provided by the embodiment of the application is provided with three power sources, namely an engine 1, a first motor 2 and a second motor 7, wherein the three power sources can be respectively and independently driven by power and can be jointly driven by power, and different gear settings are combined, so that the variable speed transmission system can run in various working modes, and the fuel saving effect is improved.
Specifically, in the embodiment of the present application, the second electric machine 7 is directly connected to the power take-off assembly 6, and the first electric machine 2 and the engine 1 are both indirectly connected to the power take-off assembly 6 through several transmission structures. Therefore, according to the actual demands under different working conditions, the power output by the second motor 7 and directly transmitted to the power output assembly 6 can be selected, and the power output by the first motor 2 and/or the engine 1 and transmitted to the power output assembly 6 after coordinated control can be selected.
Wherein, since the engine 1 and the first motor 2 are connected with the variable speed transmission assembly 3, the rotation speeds output by the engine 1 and the first motor 2 can be transmitted to the power output assembly 6 after being changed in speed; further, since the engine 1 and the first transmission control device 4 are connected, the rotational speeds output from the engine 1 and the first electric motor 2 can be directly transmitted to the power output assembly 6 without passing through the variable speed transmission assembly 3. Therefore, the variable speed transmission system provided by the application can be configured with a plurality of working modes, meets driving requirements under different working conditions, and improves the fuel saving rate while guaranteeing the dynamic property.
In some implementations of the embodiments of the present application, the first transmission control device 4 and the second transmission control device 5 are both clutches; the first transmission control device 4 includes a first hub 41 connected to the engine 1, and a second hub 42 connected to the first motor 2, the first hub 41 and the second hub 42 being controllably engageable and disengageable; the second transmission control device 5 includes a third hub 51 connected to the first motor 2, and a fourth hub 52 connected to the power take-off assembly 6, the third hub 51 and the fourth hub 52 being controllably engageable and disengageable.
The clutch is electrically connected to a controller, which can issue commands to control the two hubs of the clutch to engage with or disengage from each other. For example, to control the first transmission control device 4, power may be transmitted from one of the first hub 41 and the second hub 42 to the other when the first hub 41 and the second hub 42 are combined under control; when the first and second hubs 41 and 42 are separated, power cannot be transmitted from one of the first and second hubs 41 and 42 to the other. It will be readily appreciated that if the power output from the engine 1 or the first electric machine 2 is to be transmitted to the power take-off assembly 6, it is necessary to control the second transmission control device 5 such that the third hub 51 and the fourth hub 52 are combined under control.
For example, a friction clutch may be selected as the clutch, and the first hub 41 and the second hub 42 each include a plurality of friction plates, and the first hub 41 and the second hub 42 achieve rotational speed synchronization by using mutual friction between the friction plates. Of course, in other examples, other types of clutches may be used, such as electromagnetic clutches, etc.
In some embodiments of the present application, the second hub 42 may be an outer hub of the first transmission device and the third hub 51 may be an inner hub of the second transmission device, the second hub 42 being connected to the third hub 51. As shown in fig. 2, the second hub 42 and the third hub 51 may be fixedly connected by welding, screwing, integral connection, etc., so as to be integrated together, making the structure and layout of the variable speed drive system more compact.
In some embodiments, the first transmission control means 4 may be located inside the second transmission control means 5, wherein the direction of the inside is the direction from the fourth hub 52 to the third hub 51. With continued reference to fig. 2, the first transmission control device 4 and the second transmission control device 5 are both cylindrical structures with open ends, and the radial dimension of the first transmission control device 4 is smaller than that of the second transmission control device 5, so that when the first transmission control device 4 is arranged, the first transmission control device 4 can be positioned on the inner side of the second transmission control device 5, thereby enabling the structure to be more compact and facilitating the connection of the second hub 42 and the third hub 51.
Moreover, the outer hub of the clutch generally has teeth on both the inner and outer sides due to the influence of the processing technology and configuration, but in the related art, only the gear on the inner side of the outer hub is generally used to be combined with the inner hub, but the gear on the outer side of the outer hub cannot be fully utilized, and is in an idle state. In the present embodiment, by arranging the second transmission control device 5 outside the first transmission control device 4 such that the teeth on the inner side of the second hub 42 of the first transmission control device 4 can be used for coupling with the first hub 41, the teeth on the outer side of the second hub 42 can be used as the teeth of the third hub 51 for coupling with the fourth hub 52, thereby forming the second transmission control device 5. The second hub 42 and the third hub 51 are now of unitary construction, reducing manufacturing and tooling costs.
As shown in fig. 2, the variable speed drive assembly may include a planetary gear mechanism and a third drive control device 31; the planetary gear mechanism includes a ring gear 32, at least one pair of planetary gears 33, a carrier 34, and a sun gear 35, wherein the ring gear 32, the at least one pair of planetary gears 33, and the sun gear 35 are sequentially meshed; the ring gear 32 is connected to the first motor 2; the sun gear 35 is connected with the engine 1; the planet carrier 34 is connected at one end to at least one pair of planet wheels 33 and at the other end to a third transmission control means 31, the third transmission control means 31 being configured to receive instructions from the controller and to perform actions to lock or unlock the planet carrier 34.
Wherein the planetary gear mechanism can play a role of reducing speed and increasing torque, and provides a transmission ratio to change the power passing through the planetary gear mechanism.
The third transmission control device 31 is capable of locking or unlocking the carrier 34. The carrier 34 rotates in a rotation manner, and is capable of driving the planetary gears 33 connected thereto to revolve while rotating. When the planet carrier 34 is locked, the planet carrier 34 cannot rotate, at this time, the two planet gears 33 connected with the planet carrier 34 cannot revolve around the sun gear 35 and only can rotate, so that power can be transmitted among the gear ring 32, the planet gears 33 and the sun gear 35, that is, the speed change transmission assembly 3 can transmit power at this time; when the carrier 34 is unlocked, the carrier 34 can rotate, at which time the two planetary gears 33 connected to the carrier 34 can revolve around the sun gear 35, so that the power transmitted to the planetary gears 33 is consumed and cannot be transmitted backward, so that the power cannot be transmitted between the ring gear 32, the planetary gears 33 and the sun gear 35, i.e., at which time the variable speed drive assembly 3 cannot transmit power.
In the present embodiment, the number of carriers 34 may be one or more. Wherein when the number of planet carriers 34 is one, the end of the planet carrier 34 for connection with the planet wheels 33 can be divided into a number of sub-connection ends which are simultaneously connected to at least one pair of planet wheels 33, the other end of the planet carrier 34 being directly connected to the third transmission control means 31. When the number of the planetary carriers 34 is plural, for example, each pair of planetary gears 33 may correspond to one planetary carrier 34, and at this time, one end of each planetary carrier 34 may have two sub-connection ends respectively connected to the two planetary gears 33, and the other ends of the plurality of planetary carriers 34 are connected to the third transmission control device 31 and simultaneously locked and simultaneously unlocked under the control of the third transmission control device 31.
In the embodiment of the present application, as shown in fig. 2, in the planetary gear mechanism, at least one pair of the planetary gears 33 is included, and the number of the planetary gears 33 per pair is two. The number of planetary gears 33 is even, on the one hand, to change the direction of torque transmitted to the power at the engine 1, so as to avoid malfunctions caused by the reverse rotation of the engine 1; on the other hand, the torque direction of the power output from the engine 1 to the second hub 42 and the third hub 51 through the speed change transmission assembly 3 is adjusted to be the same as the torque direction of the power output from the engine 1 to the second hub 42 through the first hub 41.
In some embodiments, the third transmission control device 31 is a brake. The brake may be electrically connected to a controller, which may issue commands to the brake, causing the brake to perform actions to lock or unlock the planet carrier 34 based on the received commands.
Based on the design, the variable speed transmission system can transmit power through the variable speed transmission assembly 3, and can transmit power without the variable speed transmission assembly 3, and the two power transmission modes correspond to different transmission ratios, so that the number of gears is more than one, and different working condition demands can be met.
In addition, the speed change transmission assembly 3 is simple and compact in structure, has good bearing capacity and service life, and can increase output torque on the basis of ensuring dynamic property and reducing energy consumption, so that the torque requirements on the engine 1 and the motor are reduced, and the system cost is further reduced.
Alternatively, as shown in fig. 2, in the variable speed transmission system provided in the embodiment of the present application, the rotor of the first motor 2 has two branched output shafts, one of which is connected to the ring gear 32, and the other of which is connected to the first transmission control device 4 and the second transmission control device 5.
For example, one end of the rotor may extend from the stator and divide into two branch output shafts, which may have rotated synchronously at the same rotational speed when the rotor is rotated. The gear ring 32 is fixedly connected to one of the branch output shafts, and when the first motor 2 is used as a power source, the gear ring 32 can rotate under the drive of the rotor; the second hub 42 and the third hub 51 connected to each other are fixedly connected to the other branched output shaft, and when the first motor 2 is used as a power source or the engine 1 is used as a power source to cause the rotor of the first motor 2 to rotate, the second hub 42 and the third hub 51 can be rotated by the rotor.
In some cases, for example when the second electric machine 7 fails, it is also possible to choose to use the first electric machine 2 and/or the engine 1 as a power source for driving. However, since the rotor of the second motor 7 is directly connected to the power output assembly 6, the power transmitted to the power output assembly 6 is output to the wheel end, and simultaneously drags the rotor of the second motor 7 to generate a large drag loss.
Thus, in some embodiments of the present application, the variable speed drive system may further include a fourth drive control means; a fourth transmission control means is located between the second motor 7 and the power take-off assembly 6 and is configured to receive instructions from the controller and perform actions to transmit or cut off power.
When the first motor 2 and/or the engine 1 are/is used as a power source for driving, the fourth transmission control device can be controlled to cut off power, so that the power transmitted to the power output assembly 6 is output to the wheel end without dragging the rotor of the second motor 7, thereby reducing power loss and improving power performance and energy utilization efficiency.
The fourth transmission control means may be a clutch or a synchronizer, for example.
In some embodiments of the present application, the power take-off assembly 6 is a component for bringing together and transmitting power output by the individual power sources involved in the drive. As shown in fig. 2, the power take-off assembly 6 may comprise a first gear 61, a second gear 62, a third gear 64 and an intermediate shaft 63, wherein the first gear 61 is fixed on the output shaft of the second motor 7, the output shaft of the second motor 7 being further connected to the fourth hub 52 of the second transmission control means 5; the second gear 62 and the third gear 64 are each fixed to the intermediate shaft 63, and the second gear 62 is also meshed with the first gear 61. The number of teeth of the second gear 62 is greater than that of the first gear 61 and greater than that of the third gear 64, so that the effect of reducing speed and increasing torque can be achieved when power is transmitted from the first gear 61 to the second gear 62, and the third gear 64 and the second gear 62 rotate synchronously and have the same angular velocity.
The variable speed transmission system provided by the embodiment of the application can be a hybrid power system capable of combining fuel (such as gasoline, diesel oil and the like) and electric energy to be applied to a hybrid power automobile. The variable speed drive system may further comprise a power supply assembly to which both the first motor 2 and the second motor 7 may be electrically connected for energy exchange. The power supply assembly may provide power to the first motor 2 and/or the second motor 7 when the first motor 2 and/or the second motor 7 are operated; the power supply assembly may receive and store the electrical energy converted by the first electric machine 2 and/or the second electric machine 7 when the first electric machine 2 and/or the second electric machine 7 are in the generation mode.
In the embodiments of the present application, the "working" of the motor means that the motor is in a state of converting electric energy into mechanical energy, the "non-working" means that the motor is in a state of converting neither electric energy into mechanical energy nor mechanical energy into electric energy, and the "in a power generation mode" means that the motor is in a state of converting mechanical energy into electric energy.
The first motor 2 and the second motor 7 can both rotate forward or reverse, the vehicle moves forward when rotating forward, and the vehicle moves backward when reversing to start the reversing function of the vehicle.
In the embodiment of the present application, as shown in fig. 2, the power supply assembly may include a battery management system BMS (Battery Management System), a power battery, a first motor 2 controller MCU (Motor Control Unit, motor controller), a second motor 7 controller, a first inverter, and a second inverter. The power battery is respectively and electrically connected with the first inverter and the second inverter, the first inverter is electrically connected with or integrated with a first motor 2 controller, and the first motor 2 controller is electrically connected with the first motor 2; the second inverter is electrically connected or integrated with a second motor 7 controller, the second motor 7 controller being electrically connected with the second motor 7. In other examples, the number of inverters may be one, and the first motor 2 controller and the second motor 7 controller are connected to the one inverter.
The battery management system can monitor the use state of the power battery at any time, and alleviate the inconsistency of the power battery through necessary measures, so that the use safety of the power battery is ensured.
It should be noted that, since the output shaft of the first electric machine 2 may be connected to the output shaft of the engine 1 through the variable speed transmission assembly 3, in some cases, if the first electric machine 2 is driven as a separate power source, the power transmission path of the first electric machine 2 will not normally pass through the variable speed transmission assembly 3, because the first electric machine 2 needs to drag the engine 1 to rotate together if it passes through the variable speed transmission assembly 3. However, the rotational inertia of the engine 1 is generally relatively large, which results in serious power loss of the output of the first motor 2, which is not economical.
However, the first electric machine 2 may be used to assist in starting the engine 1. The starting of the engine 1 is supported by an external force, and a starter is usually provided for the engine 1, and the engine 1 is started by driving the flywheel of the engine 1 to rotate by the starter. However, in the embodiment of the present application, the first motor 2 drives the engine 1 to start, so that the starter can be saved, and the system structure can be simplified. In some embodiments, the second electric machine 7 may also be used to assist in the starting of the engine 1. Alternatively, the skilled person may choose not to start the engine 1 using the first electric machine 2 and the second electric machine 7, but to arrange a starter additionally for the engine 1, depending on the actual requirements.
The variable speed transmission system provided in the embodiment of the present application may further include a wheel driving assembly 8 when applied to a vehicle, and the wheel driving assembly 8 may include a driving shaft 81, an input gear 82, and wheels. 83, the input gear 82 may be fixed to the driving shaft 81 and meshed with the third gear 64 in the power output assembly 6, and both ends of the driving shaft 81 are connected to two wheels, respectively. 83 in some embodiments, the input gear 82 may be a differential that may rotate two wheels at different rotational speeds.
In summary, the beneficial effects of the variable speed drive system provided in the embodiments of the present application at least include:
first, a planetary gear mechanism and two clutches which are connected with each other are arranged, and the structure is simple and compact.
And secondly, three power sources and two gears are configured, and different gears can be switched according to working condition requirements corresponding to multiple working modes, so that the torque requirements on the power sources are reduced, and meanwhile, the power sources work in a high-efficiency area more.
Thirdly, gear shifting is performed through the sliding friction of the two clutches in the gear shifting process, so that the smoothness of the whole vehicle is greatly improved, and the comfort requirement is met.
The embodiment of the application also provides a vehicle which comprises the speed change transmission system. The vehicle may be a hybrid vehicle, for example.
In some embodiments of the present application, the vehicle may further comprise a controller, to which the engine 1, the first electric machine 2, the second electric machine 7, and the first transmission control device 4, the second transmission control device 5, the third transmission control device 31, the fourth transmission control device are electrically connected. The controller can control the vehicle to switch to a corresponding working mode according to the current vehicle state, and adjust the working states of the three power sources and the corresponding transmission control devices according to the corresponding working mode. The current vehicle state at least comprises a current accelerator pedal opening, a current brake pedal opening, a current power battery electric quantity, a current vehicle speed and a current working condition; the corresponding working modes can comprise a pure electric mode, a series/extended range hybrid driving mode, a parallel hybrid driving mode, an engine 1 direct driving mode, a parking power generation mode, a sliding/braking energy recovery mode and the like, and each working mode can be divided into different conditions according to different gears.
The following describes in detail, taking the case where the variable speed drive system includes the engine 1, the first motor 2, the second motor 7, the first drive control device 4, the second drive control device 5, and the third drive control device 31, with reference to fig. 3 to 12, working conditions applicable to some operation modes corresponding to the system, and power transmission paths of the vehicle in each operation mode.
(1) Pure electric mode
When the vehicle provided by the embodiment of the application is in the pure electric mode, the second motor 7 can be used as a power source independently, and the working mode is generally suitable for the condition that the vehicle is in a low-speed creeping or cruising state, for example, under urban working conditions, the power consumption in the congestion and parking waiting process can be reduced, the electric power is saved, and the requirements of a user on pursuing multiple aspects such as economy, dynamic performance and comfort are met.
At this time, the controller may be configured to: the second motor 7 is controlled to work, the engine 1 and the first motor 2 are controlled to be not work, and the first transmission control device 4, the second transmission control device 5 and the third transmission control device 31 are controlled to be separated.
As shown in fig. 3, when the second motor 7 alone drives the vehicle to run, the direct current released by the power battery is converted into three-phase alternating current through the second inverter for driving the output shaft of the second motor 7 to rotate, and the power output by the second motor 7 can be directly transmitted to the power output assembly 6. Thereafter, the transmission path of the power between the power output assembly 6 and the wheel drive assembly 8 is: the first gear 61, after receiving the power, transmits to the second gear 62 and causes rotation of the intermediate shaft 63 and the third gear 64, and then transmits to the drive shaft 81 via the input gear 82 meshed with the third gear 64 and further to the wheels, thereby driving the vehicle to travel.
The second motor 7 can rotate forward or reverse, and the vehicle moves forward when rotating forward, and the reversing function of the vehicle is started when reversing.
It should be noted that, as mentioned above, in some cases, for example, when the second motor 7 fails, the first motor 2 may be used to drive the vehicle alone. The driving of the vehicle by the first motor 2 alone can be divided into the following two cases:
in the first case, the first motor 2 alone drives the vehicle to travel in the first gear. The controller may be configured to: the first motor 2 is controlled to work, the engine 1 and the second motor 7 are controlled to be not work, the second transmission control device 5 is controlled to be combined, and the first transmission control device 4 and the third transmission control device 31 are controlled to be separated.
The transmission path of the power output from the first motor 2 in the first gear is: the direct current released by the power battery is converted into three-phase alternating current through the first inverter and used for driving the output shaft of the first motor 2 to rotate, and the power output by the first motor 2 is transmitted to the power output assembly 6 through the combined second transmission control device 5. The transmission path of the power between the power take-off assembly 6 and the wheel drive assembly 8 has been described in detail above, and will not be described again here.
In the second case: the first motor 2 alone drives the vehicle to travel in the second gear. The controller may be configured to: the first motor 2 is controlled to operate, the engine 1 and the second motor 7 are controlled to be not operated, and the first transmission control device 4, the second transmission control device 5 and the third transmission control device 31 are controlled to be combined.
The transmission path of the power output from the first motor 2 in the second gear is: the direct current released by the power battery is converted into three-phase alternating current after passing through the first inverter and used for driving the output shaft of the first motor 2 to rotate, the power output by the first motor 2 is divided into two parts, one part of the power is directly transmitted to the power output assembly 6 through the combined second transmission control device 5, and the other part of the power is transmitted to the power output assembly 6 after passing through the variable speed transmission assembly 3, the combined first transmission control assembly and the combined second transmission control assembly. However, the loss of power during transmission in this case is excessive and is not generally used in practical production designs.
In the single motor driving mode, the driving with the first motor 2 needs to take a longer power transmission path or drag the engine 1 than the driving with the second motor 7, resulting in relatively larger power loss, and therefore, in the case where the second motor 7 is operating normally, the mode in which the first motor 2 is driven as a separate power source is not generally selected.
When the vehicle is in the pure electric mode, the first motor 2 and the second motor 7 can be used as power sources to jointly drive the vehicle to run, and double-motor driving is generally suitable for a scene that a user needs to make the vehicle in a low-speed state, but temporarily needs larger torque to overtake, so that the vehicle obtains larger torque in a short time, and good power responsiveness is achieved.
When dual motor drive is used, the controller may be configured to: the first motor 2 and the second motor 7 are controlled to work, the engine 1 is controlled to be not work, the second transmission control device 5 is controlled to be combined, and the first transmission control device 4 and the third transmission control device 31 are controlled to be separated.
As shown in fig. 4, when the first motor 2 and the second motor 7 jointly drive the vehicle to run, the direct current released by the power battery is converted into three-phase alternating current through the first inverter and the second inverter, and is used for driving the output shafts of the first motor 2 and the second motor 7 to rotate, the first motor 2 outputs power in a first gear, and the second motor 7 directly outputs power to the power output assembly 6. The power transmission path of the first electric machine 2 when outputting power in the first gear has been described in detail above, and will not be described here again.
The power output from the first motor 2 and the second motor 7 is transmitted together to the wheel drive assembly 8 after being collected at the power output assembly 6. The transmission path of the power between the power take-off assembly 6 and the wheel drive assembly 8 is also described in detail above, and will not be described again here.
(2) Series/extended range hybrid drive mode
When the vehicle provided by the embodiment of the application is in a series/extended range hybrid driving mode, the engine 1 and the second motor 7 can be used as a hybrid power source, the first motor 2 is used as power generation equipment, the working mode is generally suitable for a large torque working condition, a sudden acceleration working condition and the like, for example, when the vehicle is in a high-speed state but a large torque is temporarily required for overtaking, the power advantage of the engine 1 at a high rotating speed can be utilized, and the characteristic of quick motor responsiveness can be utilized, so that the vehicle can obtain a large torque in a short time when running at a high speed; of course, this operation mode can also be applied to a case where the power battery is insufficient, and the first motor 2 generates electricity to supply energy to the second motor 7, thereby driving the vehicle.
In the embodiment of the present application, when the control vehicle is in the series/extended range hybrid drive mode, the control may be performed in the following two cases according to the difference in driving requirements:
In the first case, the engine 1 outputs power in the first gear. The controller is configured to: the engine 1 is controlled to work, the second motor 7 is controlled to work, the first motor 2 is controlled to be in a power generation mode, the first transmission control device 4 is controlled to be combined, and the second transmission control device 5 and the third transmission control device 31 are controlled to be separated.
Fig. 5 shows the power transmission path when the vehicle is driven in the first gear in the series/range-extending hybrid drive mode. The engine 1 operates in a high-efficiency area to drive the first motor 2 to generate electricity at fixed points, and the generated electric energy is converted by the first inverter and the second inverter and is transmitted to the second motor 7 to be supplied to the second motor 7 to drive the vehicle to run. At the same time, in connection with the use of the electrical energy of the second electric machine 7, when there is excess electrical energy, the excess electrical energy can be stored in the power battery. When the generated energy of the first motor 2 is insufficient, the power battery can also supplement electric quantity, so that the first motor 2 and the power battery jointly meet the electricity consumption requirement of the second motor 7.
When the engine 1 outputs power to the first motor 2 in the first gear, the power transmission path is: the crankshaft of the engine 1 outputs power to a first transmission control assembly connected thereto, and then outputs the combined first transmission control assembly to the first motor 2. The power transmission path of the second motor 7 for outputting power to the wheel end has been described in detail in the above, and will not be described here.
In the second case, the engine 1 outputs power in the second gear. The controller is configured to: the engine 1 is controlled to work, the second motor 7 is controlled to work, the first motor 2 is controlled to be in a power generation mode, the third transmission control device 31 is controlled to be combined, and the first transmission control device and the second transmission control device 5 are controlled to be separated.
Fig. 6 shows the power transmission path when the vehicle is driven in the second gear in the series/range-extending hybrid drive mode. The power transmission path in the process of outputting power from the engine 1 to the first motor 2 is different from that shown in fig. 5. When the engine 1 outputs power to the first electric motor 2 in the second gear, the power transmission path is: the crankshaft of the engine 1 outputs power to the sun gear 35 of the variable speed transmission assembly 3 connected with the engine, the sun gear 35 rotates and drives the two planetary gears 33 to rotate, and the rotating planetary gears 33 drive the gear ring 32 to rotate, so that the rotor of the first motor 2 is driven to rotate.
In the series/extended range hybrid driving mode, the engine 1 is decoupled from the differential and the wheels, only the first motor 2 is driven to rotate, and the process of outputting power to the first motor 2 by the engine 1 corresponds to two different gears (different speed ratios), so that the engine 1 has a better fuel-saving effect and keeps higher economical efficiency.
(3) Parallel hybrid drive mode
When the vehicle provided by the embodiment of the application is in the parallel hybrid driving mode, the engine 1 and the second motor 7 can be used as power sources, namely, the two power sources work together to jointly drive the vehicle to run. The variable speed transmission system in the working mode can output larger power, improves the power performance of the whole vehicle, is generally suitable for high-torque working conditions, rapid acceleration working conditions and the like, and can also be suitable for the condition of insufficient electric quantity of a power battery.
In the embodiment of the present application, when the control vehicle is in the parallel hybrid drive mode, the following two cases may be also classified:
in the first case, the engine 1 outputs power in the first gear. The controller is configured to: the engine 1 is controlled to work, the first motor 2 is controlled to be in a power generation mode, the second motor 7 is controlled to work, the first transmission control device 4 is controlled to be combined with the second transmission control device 5, and the third transmission control device 31 is controlled to be separated.
Fig. 7 shows the power transmission path when the vehicle is driven in the first gear to run in the parallel hybrid drive mode. The engine 1 operates in a high-efficiency area to output power, wherein a part of power is used for driving the first motor 2 to generate electricity at fixed points, the generated electric energy is converted by the first inverter and the second inverter and is transmitted to the second motor 7 to be used for supplying the second motor 7 to drive the vehicle to run, and the other part of power is used for directly driving the vehicle to run.
At the same time, in connection with the use of the electrical energy of the second electric machine 7, when there is excess electrical energy, the excess electrical energy can be stored in the power battery. When the generated energy of the first motor 2 is insufficient, the power battery can also supplement electric quantity, so that the first motor 2 and the power battery jointly meet the electricity consumption requirement of the second motor 7.
The power transmission path of the engine 1 for directly driving the vehicle to travel in the first gear is as follows: the crankshaft of the engine 1 outputs power to the first transmission control assembly connected thereto, and then the combined first transmission control assembly is output to the second transmission control assembly, and is transmitted to the power output assembly 6 and the wheel drive assembly 8 by the second transmission control assembly. Wherein a portion of the power output from the engine 1 for driving the vehicle will be combined at the power output from the second motor 7 at the power output assembly 6 and continue to be transmitted rearward. The power transmission path of the power between the power take-off assembly 6 and the vehicle drive assembly has been described in detail above and will not be described in detail here.
In the second case, the engine 1 outputs power in the second gear. The controller is configured to: the engine 1 is controlled to work, the second motor 7 is controlled to work, the first motor 2 is controlled to be in a power generation mode, the first transmission control device 4 is controlled to be separated, and the second transmission control device 5 and the third transmission control device 31 are controlled to be combined.
Fig. 8 shows the power transmission path when the vehicle is driven in the parallel hybrid drive mode in the second gear to run. The power transmission route shown in fig. 7 is different from that shown in fig. 7 in the transmission route of a part of the transfer power output from the engine 1 for directly driving the vehicle to travel. The transmission path of the power of the engine 1 for directly driving the vehicle to travel in the second gear is as follows: the crankshaft of the engine 1 outputs power to the sun gear 35 of the variable speed transmission assembly 3 connected with the sun gear 35, the sun gear 35 rotates and drives the two planetary gears 33 to rotate, the rotating planetary gears 33 drive the gear ring 32 to rotate, thereby driving the rotor of the first motor 2 to rotate, and the rotating rotor transmits the power to the second transmission control assembly connected with the second transmission control assembly and outputs the power to the power transmission assembly through the second transmission control assembly.
In the parallel hybrid driving mode, direct energy transfer exists between the engine 1 and the differential and wheels, and two different gears (different speed ratios) corresponding to the process of outputting power to the first motor 2 by combining the engine 1 are matched with the second motor 7 to drive the vehicle at the same time, so that the engine 1 has a better fuel-saving effect and keeps higher economical efficiency.
It should be noted that, in theory, the variable speed transmission system provided in the embodiment of the present application may also implement that the three power sources of the first motor 2, the second motor 7 and the engine 1 drive the vehicle together. However, since the output shaft of the first motor 2 and the second transmission control device 5 need to bear large torque when three power sources output power simultaneously, the probability of occurrence of failure is high, and thus a hybrid drive mode in which the three power sources are driven simultaneously is not generally used in the embodiment of the present application. Of course, such a hybrid drive mode in which three power sources are simultaneously driven is also possible, where objective conditions permit or there is a corresponding demand.
(4) Engine direct drive mode
When the vehicle provided by the embodiment of the application is in the direct-drive mode of the engine 1, the engine 1 can be used as a single power source to drive the vehicle to run. The working mode can be suitable for the condition that a high-voltage fault or insufficient battery power exists in a variable-speed transmission system, and can also be suitable for the condition of high-speed working conditions, and at the moment, if motor driving is used, possible power consumption is higher, and if the engine 1 is used for direct driving, the power consumption can be reduced.
In the embodiment of the present application, when the control vehicle is in the engine 1 direct-drive mode, it may also be divided into the following two cases:
In the first case, the engine 1 outputs power in the first gear. The controller is configured to: the engine 1 is controlled to work, the first motor 2 is controlled to be selectively in a power generation mode according to the electric quantity requirement, the second motor 7 is controlled to be not work, the first transmission control device 4 and the second transmission control device 5 are controlled to be combined, and the third transmission control device 31 is controlled to be separated.
In the second case, the engine 1 outputs power in the second gear. The controller is configured to: the engine 1 is controlled to work, the first motor 2 is controlled to be selectively in a power generation mode according to the electric quantity requirement, the second motor 7 is controlled to be not work, the first transmission control device 4 is controlled to be separated, and the second transmission control device 5 and the third transmission control device 31 are controlled to be combined.
Fig. 9 shows a power transmission route when the vehicle is driven in the first gear to run in the engine 1 direct drive mode. Fig. 10 shows a power transmission route when the vehicle is driven in the second gear to run in the engine 1 direct drive mode. The power transmission path of the output of the engine 1 in the above two cases is the same as the power transmission path of the power used for driving the engine 1 in the parallel hybrid driving mode, and is described in detail above, and will not be repeated here.
In some embodiments, if the power battery does not need to be charged, the first motor 2 is controlled to be not operated, and at this time, the power output by the engine 1 is split into two paths at the rotor of the first motor 2, wherein one path of power drives the rotor of the first motor 2 to idle, and the other path of power is used for driving the vehicle to run.
(5) Parking power generation mode
The parking power generation mode is generally applicable to a case where the power of the power battery is insufficient, and the power output from the engine 1 is used to charge the power battery. In the embodiment of the present application, when the control vehicle is in the parking power generation mode, the following two cases may be also classified:
in the first case, the engine 1 outputs power in the first gear. The controller is configured to: the engine 1 is controlled to work, the first motor 2 is controlled to be in a power generation mode, the second motor 7 is controlled to be not work, the first transmission control device 4 is controlled to be combined, and the second transmission controller is controlled to be separated from the third transmission control device 31.
In the second case, the engine 1 outputs power in the second gear. The controller is configured to: the engine 1 is controlled to work, the first motor 2 is controlled to be in a power generation mode, the second motor 7 is controlled to be not work, the first transmission control device and the second transmission control device 5 are controlled to be separated, and the third transmission control device 31 is controlled to be combined.
Fig. 11 shows a power transmission route when the vehicle is in the parking power generation mode, charging the power battery in the first gear. Fig. 12 shows the power transmission path when the vehicle is in the park power generation mode, charging the power battery in the second gear. The power transmission path of the power output by the engine 1 in the above two cases is the same as the power transmission path of the power charged by the engine 1 using the first electric motor 2 in the parallel hybrid drive mode, and is described in detail above, and will not be repeated here.
(6) Coasting/braking energy recovery mode
The variable speed transmission system provided by the embodiment of the application can utilize the second motor 7 as power generation equipment when in the sliding/braking energy recovery mode, and convert the kinetic energy of the automobile into electric energy to be stored in a power battery for standby. The working mode is generally suitable for the working conditions of sliding and braking, and the vehicle can recover part of kinetic energy and convert the kinetic energy into electric energy for storage, so that energy is provided for the operation of the following vehicle, and the endurance mileage of the vehicle is improved.
In this mode of operation, the controller may be configured to: the second motor 7 is controlled to be in a power generation mode, the engine 1 and the second motor 7 are controlled to be not operated, and the first motion control device, the second transmission control device 5 and the third transmission control device 31 are controlled to be separated.
As shown in fig. 13, when the vehicle is in the coasting and braking operation and the energy recovery mode is activated, the reverse torque output from the wheels is transmitted to the second motor 7 through the drive shaft 81, the input gear 82, the third gear 64, the intermediate shaft 63, the second gear 62, and the first gear 61 in this order, and the second motor 7 can convert the kinetic energy of the braked portion into electric energy and store the electric energy in the power battery for standby. The power transmission path in this mode is just opposite to that of the second electric machine 7 when the vehicle is driven alone in the electric-only mode.
In summary, the hybrid power variable speed transmission system provided by the embodiment of the application comprises three power sources, namely the double motor and the engine 1, so that the strong power performance of the whole vehicle is ensured. The high-performance double motors can ensure enough power when the vehicle runs normally, and provide strong low-speed torque when the vehicle accelerates suddenly; the engine 1 can ensure that the whole vehicle has excellent acceleration performance in a full-speed section, and provides enough backup power after the vehicle speed is increased.
The hybrid power variable speed transmission system provided by the embodiment of the application has excellent economy. When the vehicle is under medium and low load, the high-performance double motors can work cooperatively, so that most performance requirements of vehicle running can be met, the running time of the engine 1 is greatly shortened, and the oil consumption and emission are reduced; when the vehicle is under low load, the two motors can be selectively operated, so that the motors can be ensured to operate in a good efficiency area.
The hybrid power variable speed transmission system provided by the embodiment of the application has long endurance mileage, and the mileage anxiety of the pure electric automobile can not occur. The engine can be configured into a pure engine 1 driving mode during long-distance driving, and excellent driving comfort and endurance mileage can be provided by matching with an optimized three-gear speed ratio.
Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the present application disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. The specification and examples are to be regarded in an illustrative manner only.
It is to be understood that the present application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Claims (10)

1. A variable speed drive system, the variable speed drive system comprising: the device comprises an engine (1), a first motor (2), a variable speed transmission assembly (3), a first transmission control device (4), a second transmission control device (5), a power output assembly (6) and a second motor (7);
The engine (1) and the first motor (2) are connected in a disconnectable manner through the variable speed transmission assembly (3);
the first end of the first transmission control device (4) is connected with the engine (1), and the second end of the first transmission control device is connected with the first motor (2);
a first end of the second transmission control device (5) is connected with the first motor (2), a second end of the second transmission control device (5) is connected with the power output assembly (6), and a first end of the second transmission control device (5) is connected with a second end of the first transmission control device (4);
the second motor (7) is connected with the power output assembly (6);
wherein the first transmission control device (4) and the second transmission control device (5) are configured to receive instructions from a controller and perform actions to transmit or cut off power.
2. A variable speed drive system according to claim 1, characterized in that the first drive control means (4) and the second drive control means (5) are both clutches;
the first transmission control means (4) comprises a first hub (41) connected to the engine (1) and a second hub (42) connected to the first electric machine (2), the first hub (41) and the second hub (42) being controllably engageable and disengageable;
The second transmission control means (5) comprises a third hub (51) connected to the first motor (2), and a fourth hub (52) connected to the power take-off assembly (6), the third hub (51) and the fourth hub (52) being controllably engageable and disengageable.
3. A variable speed drive system according to claim 2, wherein the second hub (42) is an outer hub of the first drive control means (4), the third hub (51) is an inner hub of the second drive control means (5), and the second hub (42) and the third hub (51) are connected.
4. A variable speed drive system according to claim 2 or 3, characterized in that the first drive control means (4) is located inside the second drive control means (5), wherein the direction of the inside is from the fourth hub (52) to the third hub (51).
5. A variable speed drive system according to claim 1, characterized in that the variable speed drive assembly (3) comprises a planetary gear mechanism and a third drive control means (31);
the planetary gear mechanism comprises a gear ring (32), at least one pair of planet gears (33), a planet carrier (34) and a sun gear (35), wherein,
the gear ring (32), the at least one pair of planet gears (33) and the sun gear (35) are sequentially meshed;
The gear ring (32) is connected with the first motor (2);
the sun gear (35) is connected with the engine (1);
one end of the planet carrier (34) is connected with the at least one pair of planet gears (33), the other end is connected with the third transmission control device (31), and the third transmission control device (31) is configured to receive instructions of the controller and execute actions to lock or unlock the planet carrier (34).
6. A variable speed drive system according to claim 5, characterized in that the third drive control means (31) is a brake.
7. A variable speed drive system according to claim 5, characterized in that the rotor of the first electric machine (2) has two branched output shafts, one of which is connected to the ring gear (32) and the other to the first transmission control means (4) and the second transmission control means (5).
8. The variable speed drive system of claim 1, further comprising a fourth drive control device;
the fourth transmission control device is positioned between the second motor (7) and the power output assembly (6), and is configured to receive the instruction of the controller and execute action to transmit or cut off power.
9. The variable speed drive system of claim 8, wherein the fourth drive control device is a clutch or synchronizer.
10. A vehicle comprising a variable speed drive system as claimed in any one of claims 1 to 9.
CN202210594774.6A 2022-05-27 2022-05-27 Variable speed drive system and vehicle Active CN114851828B (en)

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CN110382272A (en) * 2017-03-09 2019-10-25 株式会社艾科赛迪 Hybrid vehicle speed changer
CN110549838A (en) * 2018-05-30 2019-12-10 广州汽车集团股份有限公司 Hybrid power driving method
CN212737731U (en) * 2020-08-05 2021-03-19 上海汽车集团股份有限公司 Automobile and hybrid power drive unit thereof

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JP2002211258A (en) * 2001-01-17 2002-07-31 Unisia Jecs Corp Power transmission device

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CN106274426A (en) * 2015-06-29 2017-01-04 现代自动车株式会社 The four-wheel drive power-transmission system of hybrid electric vehicle
CN110382272A (en) * 2017-03-09 2019-10-25 株式会社艾科赛迪 Hybrid vehicle speed changer
CN110549838A (en) * 2018-05-30 2019-12-10 广州汽车集团股份有限公司 Hybrid power driving method
CN109649152A (en) * 2019-01-15 2019-04-19 无锡商业职业技术学院 A kind of vehicle drive system of double planet wheel rows of mixing oil electric mixed dynamic
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